Triple-valve device.



W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLICATION FILED JULY 23 1909.

1,131,180. Patented Mar. 9, 1915.

6 SHEETSSHEET 1.

WITNESSES W.V.TURNER TRIPLE VALVE DEVICE.

APPLICATION FILED JULY 23, 100:

l 1 3 1 1 80. Patented Mar. 9, 1915.

5 SHEETS SHEET 2.

W V. TURNER.

TRIPLE VALVE DEVI APPLIOATION FILED JULY 2;, 1909.

Patented Mar. 9, 1915.

6 SHEET$*SHEET 8.

INVENTOR f f H WITNESSF S I W. V. TURNER. TRIPLE VALVE nnvmn. APPLIOATIOI FILED JULY 23, 1909 Patented Mar. 9, 1915.

5 SHEETS-SHEET 4 WITNESSES INVINTOR W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLICATION FILED JULY 23 19w Patented Mar. 9, 1915 5 SHEETS SHEET 5 fig/0 INVENTO aka/a a/f EFEH'EEB 5531? WALTER- V'. TUENEl OF EBG'E'WQQIB. .7

HOUSE ATR- BRAKE CGMPANY, 5 E 1F FENIFFSYLVfiNIA.

Original :aygfieatian 1215.

To all 1;; z m '1' 15 may m-ncern:

Be, ii, A down that L CAL-Tm, V. a aitizzen of the U3 Edgewc= in 90;" l St of P msyivanim ham and useful lm prwements in Tmp Devices, 0% which the following is; a specimcutiona q This inventian relates ta fluid pressure brakes, and mare particularly he a, tripl e valve device.

Una abject of my invention to yawn-ids a triple valve device having nsmns if? Wming the brake. pipe to cause,- quick tion in amergency applicaticms which a .7 is first vented from the \bmke pipe t0 .1% brake cylinder and then I the atrr:. spher5.

States raiding at triple 'vaE-ie to amextgmw posit-i011 upon gradual retlustians in brake pipe gmenssmfi \Wnile'preserviug the capability 05 obtai "v ing at all times an emergency act m 05 tinparts upon a i'eductig pipe, pressure: gardie service reduciihe. triple we upnn rem? pipv- 'pz'masum balm: 2b pr zcietermuxea m mum degree.

Anmfihar Objmt of my improve, in certain tion shownand dcscrmsd 1 ing appiica' lion, Serml N0 March 8, 1969 in the nccompzmying drawings; F A 1 is :1V diagrammatic vim" of a car air brake equipment with the improved tripie valve device applied zthereto; Fig. 2 a u'bstzm tially central sactional view of a, tz'iple vaiw, device cmbudying my impmmme am? shcming the warts in. fun L'CRYZTSQ 3x B, Fig. 3 a similar view.,shmving the iniiia! posi ions assmned by parts in. n arm? gency application with U1 ing oniy t0 the b2v I in similar yiew of the parts plicution gositicn with the b ing 0913* {he be atmospk- View showing .M finally assummi in. a11em0rgzzn ay QJHCQ t-inu; '3 va face view 411 the mam :siids vaLve of theamve ."lzfipie valv'e device ahaw ts, fl) m'mstnr was and, of she drawings, a

chum-- ids wmmimicabrake 3 a face to hold the valve closed and controlling co:

"munication to brake cylinder passage 25 from a passage 23. Within a piston chamber 29 is mounted a piston 30 for controlling a valve 31. A brake pipe ven'r passage 32 containing the usual check valve 33 leads to the valve 31 and in the normal position oi said valve, at which it is maintained lay a spring 34, an annular port 35 establishes communication from the passage 32 to passage 2-8. In this position the valve also closes an atmospheric vent port 35 w ich is adapted to open to vent passage 32 when the piston 30 moves to its opposite position.

In operation, air supplied to the brake pipe flows through branch pipe 2 to piston chamber 10 and thence around piston ll through the usual feed groove 36 charging the auxiliary reservoir to the standard pressure carried in the brake pipe. A quick recharge passage 37 may lead to the main slide valve seat from the brake pipe vent passage 32 and communication from passage 37 being open through ports 38 and 39 in the main i with port 54; in the main slide valve a;

slide valve 13 and graduating valve l-l respectively, to valve chamber 12, an additional flow of air to the auxiliary reservoir is secured which facilitates the quick charging of the auxiliary reservoir. A port 40 in the main slide valve registers with passage 41 leading to the seat of slide valve 18 and in release position of the parts air is supplied from the valve chamber 12 through passage 41 to valve chamber 17 and thence through pipe 7 to charge the supplemental reservoir 5 tr the normal standard pressure.

The by-pass valve device is provided with a diilerential piston head 42, the portion of the valve chamber 17 at the outer face of which is open to a passage 43 leading to the seat of the main slide valve and is connected in release osition by a port 44 in the main slide va ve with an exhaust port 45. Fluid in valve chamber 17 equalizes through an equalizing port 46 in piston 16 into the portion of piston chamber 15 at the outer face of piston head 16, so that, as outer face of piston head 42 is subject to atmospheric pressure, the by-pass valve device is maintained in the normal position shown in Fig. A spring 47 may also be provided for the purpose of assisting in maintaining the bypass valve device in said normal position. In the normal position of the change-over valve device, an annular chamber 48, intermediate the diflerential piston heads 19 and 20, connects a port 49 opening to brake cylinder passage 25 with port 50 opening into a passage 51. Slide valve 18 is provided with a cavity 52 which is adapted to connect the pasage-ol with a passage 53 leadin to the seat of the main slide valve 13 an in release position said passage rc istrrs connected by cavity 56 in the grad valve is and port 56 in the main slide valve with exhaust port 5'2. The brake cylinder is thus connected to the exhaust in release position. A pasage leading from the seat of the main slide valve 13 opens into the portion of piston chamber 29 at one side of piston 80 and as the piston 30 opens an equalizing groove 53 in its normal position fluid equalizes into the portion of piston chamber 29 at the opposite side of piston 30 so that the fluid pressures equalize on piston 330 permitting spring 34: to maintain the parts in the position closing atmospheric exhaust port v In order to cause a service application of the brakes, the usual gradual reduction in brake pipe pressure is made and the triple valve piston 11 is shifted outwardly. According to the present invention, the graduating valve 14 is provided with a lost motion relative to the piston 11, such that the preliminary or initial movement of said piston first closes the feed groove 36 before moving the graduating valve. The piston 11 is thus rendered very sensitive to even slight reductions in brake pipe pressure and cousequently, the feed groove being promptly closed in making an application of the brakes, back flow of fluid from the auxiliary, reservoir to the train pipeis prevented. The graduating valve 14 then moves, closing the supplemental reservoir charging port 40, quick recharge port 38, and the brake cylinder exhaust, and the service port 60 is uncovered. The main. slide valve 13 is then shifted bringing the service port 60 into register with passage 53, the usual graduating stop 7 8 then tending to prevent further outward movement of piston 11, and there-J upon fluid from the auxiliary reservoir flows through passage 53, cavity 52 in slide valve 18, passage 51, port 50, annular space 48 in the change-over valve, and port 49 to brake cylinder passage 25. The so-called quick service feature may be secured by providing a port 75 in the main slide valve and a cavity 76 in the graduating valve 14, so that in moving to service application position, port 75 registersuith passage 23 and is connected. through cavity 76 with branch port of port 5 .4 and as port 44 is adapted to register with brake pipe passage 37 at the same time that port 75 registers with passage 23, air is vented from the brake pi )e to chamber '22 of the change-over valve evice and thence moving said valve device slightly from its seat through a port 77 in in Whon'thc auxiliary reservoir pressure has ed by flow into the brake cylinder to t slightly less than the brake pi e um; the triple piston moves inward y, Y he graduating valve 14 to lan the 19. Further reductions in'hrake K be to correspond said valve device to the brake cylinder,

iza

i1 715* the Ear-1i the usual. manner as stemi.

service appicat to {he iimka 3;

maximum? prassum valve. If it Shi. redu (m an bra pzstnn wiii service 905525931 sv is hmug. to re in-g5 to a nd 1 3 a? a Fluid from the auximzlzy rezmrvuw 'ilw Vented by Way "of the saint}; naive 24, an upon reductifin m". the pmQSuI-e 1 this means 0r slightiy Eerss than t the tripke valve up causing the gradu Bel-vim putt 69 an; of fluid from 1 2 1222 mm"- Qriple valye thus prev emergency posit-ion; wiih. Hm ai-tsmiazst m desire production 01% x and an emergency applicant-1011 nf lieu-Q51 1 1313f: 551E517 valve. 34 adjua a certain PTPdQfiW'LIiHQi -21): pressure of in tbs bra 10w p: v spre Wm not i in mm. mm: at the 05 bia'agugin 41m $2289: a or my $31 zreewarwny Mm we zwxl my ar I 1 v is 2111") aihii'b wmxlly, 0 (153%: an {em-@- bar Fluid in? my 905M93 a pmsage re I 'm 5mm xi me 02126: 1" of tng paras 16 t0 the sea-t 3f the main slide valve 3.3, Stars with an (,Xtfiiflfiifill $6 of part in the main slide wing and as ,xtansiun ale/0 l'e gia tars with exbuvuezt p01; 5?, fluid iS vanie. from the. outer face of pismn 1.6, tbs/t the supplement-d reservmr pressure am the oppositeface thereof acts to shift the piston and the bypass valve 18 to the extreme outer pnsit-ion, as Shawn in Fig. in mncl'i file passage 51 is meow-Tm]. Tim to the 1" on chamber Ewing ths a'nxili- 'y reservoir, the chm valve device raubj o's one auxiliary reservoir pr re ,u-z 0pposiie direction to brake flint-act 'QYisSSi'iTQ and as these LWQ PTQSSUI'QE; are nmv eqmflimd, the chang"-over vaivQ- mzvics remains in the pounai ixx ition shown in 5%. It. Wm thus be Seen that fiui from 'flw upplmmuhfl reservcir may flow from Fm? valve ehammr 17 thrmxgh pas-sage 5L @oz'fi .59. annular s" t, a smzxli eq 1 m piatv'x in muzmze at Q". mm,

m; with $1:

noted that with the change-over valve at outer position, as shown in Fig. 3, communication through passage 51 isclosed, as well as through passage 69, so that fluid from the supplemental reservoir is prevented from flowing to the brake cylinder and to the piston 30, so long as the change-over valve remains in its outer position. Upon equalization of the auxiliary reservoir pressure into the brake cylinder through the port 74, the higher supplemental reservoir pressure acting on the exposed area of preton head 19 in the annular space 28, together with the assistance of spring 27, moves the change-over valve toward the inner normal position. The changeover valve moving inwardly brings the differential area between piston heads 20 and 21 into register with port 68, so that Fund at supplemental reservoir pressure is admitted thereto, thus's'uddenly increasing the pressure on this difierential area, and causing the quick positive movement of the changeover valve to its inner position and thereby closing the brake pipe vent valve 26 and the auxiliary reservoir passage In this p0.-

sition. of the changeover valve, the annular port 67 connects port 88 with passage 69 and consequently air from the supplemental.

reservoir is admitted to passage 58 whence it flows to the outer face of piston Emmi the opposite face of the piston being connected to the "brake cylinder through passage 71, cavity 72 in by-passval e passage 73, said piston is thereupon shifted so as to open the atmospheric vent port to the brake pipe vent passage 32, and thereby vent a further amount of air from the brake pipe. Com-- munication is also established from the passage 51 through port 50, annular space 48 and port49 to the brake cylinder passage 25 and the brake cylinder, thus charging the.

brake cylinder to a higher degree of'pressure by the flow of air from the supplemental reservoir. As the maintenance of the emergency piston 30 in its inner position depends upon the preponderance of the su pplemental reservoir pressure acting on the outer face over the brake cylinder pressure acting on the inner face, as soon as the supplemental reservoir pressure has substan- 1 tially equalized into the brake cylinder, the opposing fluid pressures on piston 30 correspondingly become balanced and the spring 34 shifts the piston 30 and valve 3.! to close .the atmospheric exhaust port To release the brakes after an emergency application, the brake pipe pressure creased and the triple valve piston is the: by returned to full release position. shown in Fig, 2-. it are he that the emergency of the t. are now in the positions with the change-over val e 4 piston 30 in their normal ion - direction, the bypass valve device is shifted to its normal inner position, the spring 47 assisting the movement. This movement of the by-pass valve causes cavity 52 to conpassages 51 and 53, so that the brake cylinder is connected with the exhaust through port 54:, cavity 55 and port 56 and fluid under pressure is released from the brake cylinder. As the auxiliary reservoir pressure is lower than the equalized pressure in the brake cylinder and supplemental reservoir, when the passage 41 is uncovered by the movement of valve 18 to its inner position, fluid will equalize from the supplemental reservoir hack into the auxiliary reservoir in addition to the usual recharging through feed groove 36 and the quick recharge passage 37.

In Fig. 9 a somewhat modified construction of a triple valve device embodying my improvement is shown. T he brake cylinder vent valve is not employed in this construction, the brake pipe being vented only to the atmospl'iere. Passage 71 to chamber 29 of piston 30 leads directly to the seat of the main slide valve 13 and passage 28 is controlled by the hy-pass valve 18, a cavity 79 of which is adapted to connect said passage in the normal position with a passage 80 opening into the main valve chamber 12. Instead of the reducing valve 64, a valve device 83 is employed in this construction, said valve device comprising a piston 84 continually subject on one side to brake pipe pressure admitted thereto through a passage 85 and on the opposite side to the pressure of a spring 86. The spring is of such tension that at brake'pipe pressures above a certain minimum degree, say 30 pounds, the v lve device 83 will be maintained in normal position, as shown in Fig. 9, in which a passage 87 leading to the seat of the main pressure after equalization of the auxiliary reservoir into the brake cylinder, the triple piston llmoving out beyond service positron causes the service port 60 to register with 87, so that lluid from the uni;- iliary reservoir vented to the atmosphere cc When the brake pipe pressure is spring 86 shifts the valve device to its nner position, in. which the exhaust port 85 out o T .duced below- 36 pounds, however, the

rough the annular port 88 of the valvehorn communication with the pas 5 sage 8'4", and fur:

equahz sprang open m one rough passage 43 3 defies is on and the brake thr trn *1 ice xppumi mam snake! on M' cavities in said "alves 1. the brake mylindm" m tam: is pariicukmiy 01 :m emergmwv appiiizw mcweme-nt N 2161,1031 5 aw gwwm mrd M m 2 AW ream 9 mm Ewan IQdilfid 5119301? {Pa paint, by the venting of air wzwsweir $0 the atmosxm mm. cmui iii-(ms the pressure msm mir 'wfil be, 0711) Whether the u ipc prewar? a 610? the m n In an 9mm valve piamu of air from mix. 1.1m in am bzrrik'e sage 0 fin; amt ting nn-"52?. zcxsma-y umr'iy k pm: slim" the sup i lenwutai mmmmr hm; nalized ihemintv.

M will xiv? (tourse m undsrstomi that varimzs x'rmiifiwtms ihmvn in Fig, 9 may be wnpie mi wltfi 42% iim'zs'tizietinn shown m L in! 6x31117019, ifim dmfbk: gradmay 114 used. in-

W die l m p] pistzm 3i) 12- sage ?1 Lara cavity w brake 2y device ope Che main to em; air

siaie. M: w seat, for film 1m fmatum drawn w e z indm' is appiiiedn a9 ame M? as are ion, a tifis flaw} prvssum brain, the crombiniz brake p500. tripiv vaivs, auxi- "a n'rx. and brake '3 Quiet a sup-- sauce 0? fluid jamxasmm a valve device normally suinect on opposite sides to fluid pressure for controlling communication from said source to the brake cylinder, and menus governed by the triple valve for venting fluid from one side of said valve device to the atmosphere upon a sudden reduction in brake pipe pressure to operate said ialve device.

Z. in a fluid pressure brake, the combinetion with a brake pipe, auxiliary reservoir, and brake cylinder, of a supplemental reservoir, a valve device comprising valve means for controlling communication from said supplemental reservoir to the brake cylinder,

and a piston having diflerential piston heads for operating said valve means and normally subject to opposing fluid pressures and atmospheric pressure on. one side, and means operating upon a sudden reduction in brake pipe pressure for venting air from one side of said piston to the atmosphere to operate the some.

3. In a fluid pressure brake, the combination with a brake pipe, brake cylinder, reservoir, and apparatus adapted upon a. reduction in brake pipe pressure to supply air from said reservoir to the brake cylinder, of an additional source of fluid pressure, valve means for controlling the supply of fluid from said additional source to the brake cylinder, and a movable abutment for operating said valve means having difl'erential piston heads. one head being normally subject to opposing fluid pressures and the other head to atmospheric pressure on one side, and means for venting fluid from one Side of the first head to the atmosphere upon a .sllddQD. reduction in train pipe pressure to operate said valve means:

4. In a fluid pressure brake, the co1nbination with a brake pipe and auxiliary rcservoir, of a triple valve device comprising a piston subject to thecpposing pressures of the brake pipe and auxiliary reservoir and adapted in normal release position to open an unobstructed feed passage from the brake pipe to the auxiliary reservoir, and a main valve and a graduating valve operated by said piston, said piston having a movement independent of said valves to thereby cut oft the feed passage upon the initial movement of the piston.

in a fluid pressure brake, the combination with a brake pipe and auxiliary reservoir, of a triple valve device comprising a piston subject to vac ations in brake pipe pressure and controlling a feed port from the brake pipe to the auxiliary reservoir, anda main valve and a graduating valve operated by said piston, the piston having an independent movement to permit the feed port to be closed hcfore moving the valves.

(3. lira fluid pressure brake, the combination with a brake pipe and brake cylinder, of a valve mechanism movable upon a 1,1a1,iso

sudllen reduction in brake pipe pressure to a position in which fluid is vented from the brake pipe to the brekeccylinder and then to a position in which fluid is vented from the hrsllre pipe to thelotmosphere.

7. In a fluid pressure brake, the combina tion with a brake pipe and brake cylinder, a valve mechanism operating upon a sudden reduction in brake pipe pressure for first venting air from the brake pipe to the brake cylinder in one position and then movable to another position in which air is vented from the brake pipe to the atmos phere,

8. In a fluid pressure brake, the comhination with a brake pipe, auxiliary reservoir, and brake cylinder, of a triple valve device operating upon a sudden reduction in brake pipe pressure for supplying air from the auxiliary reservoir to the brake cylinder, and a piston and valve means actuated by said piston for controlling ports and pas ages through which fluid is first vented from the brake pipe to the brake cylinder in one position of said valve means and then to the atmosphere in another position.

9. In a fluid pressure brake, the combination with a brake pipe, auxiliary reservoir, and brake cylinder, of a triple valve device operating upon a sudden reduction in brake pipe pressure for supplying air from the auxiliary reservoir to the brake cylinder, a valve device operated by the flow of fluid from the auxiliary reservoir to the brake cylinder for venting air from the brake pipe" to the brake cylinder. and means governed by said valve device for controlling a vent port from the brake pipe to the atmosphere.

10. In a fluid pressure brake, the combination with a brake pipe, auxiliary reservoir, and brake cylinder, of a triple val e device operating upon a sudden reduction in brake pipe pressure for supplying air from the auxiliary reservoir to the brake cylinder, a valve device operated by the flow of fluid from the auxiliary reservoir to the brake cylinder for opening communication from the brake pipe to the brake cylin and adapted to close said communication upon equalization of the auxiliary reservoir pres sure into the brake cylinder, and means governed by said valve device and adapted to open the brake pipeto the atmosphere upon closing the communication from the brake pipe to the brake cylinder.

1].. A triple valve device comprising valve means for controlling the admission of fluid to the brake cylinder, a piston for operating same, a graduating stern for said piston, a spring for opposing the movement of the graduating stem during one portion of its travelsc, a second snring for opposing the movement of the graduating stem during another portion of its traverse, and means for preventing the further compression of fluid pressure, of means operated upon a sudden reduction. in brake pipe pressure for first supplying air from the auxiliary reservoir and then from said additional source of pressure to the brake cylinder including a valve device subjecton one side to fluid from tie additional source of fluid pressure for controllingcommunication through which fluid is released from the brake cylinder and adapted to close. said communication upon a sudden reduction in brake pipe pressure, and means for subjecting the opposite side of said valve device to auxiliary reservoir pressure in releasing the brakes after an emergency application to maintain said communication closed in case the auxiliary resel'voir pressure is substantially less than the brake cylinder pressure until the auxiliary reservoir pressure becomes equal to the brake cylinder pressure.

21. A. triple valve device comprising a piston ubject to variations in brake pipe pressure valve means operated thereby for controlling the exhaust of air from the brake cylinder and a valve device for com trolling the communication from the brake cylinder to the exhaust and adapted to close said communication upon an emergency application of the brakes and to maintain said communication closed in releasing the brakes in case the auxiliary reservoir pressure is substantially less than the brake cylinder pressure until the auxiliary reservoir pressure becomes substantially equal to the brake cylinder pressure, and means for venting fluid from the brake cylinder to the auxiliary reservoir in releasing the brakes.

22. In a fluid pressure brake, the combination with a train pipe and triple valve device operated by variations in train pipe pressure, of a valve mechanism for effecting an emergency application of the brakes and a valve device subject to the opposing pres sures of the train pipe and a spring for effecting the operation of said valve mechanism upon a predetermined reduction in train pipe pressure.

In testimony whereof I have hereunto set my hand.

WALlER V. TURNER. Witnesses:

WM. Mi GADY, A. M. CLEMENTS. 

